EP2076422B1 - Systeme de suspension pour cabine - Google Patents

Systeme de suspension pour cabine Download PDF

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Publication number
EP2076422B1
EP2076422B1 EP07835116A EP07835116A EP2076422B1 EP 2076422 B1 EP2076422 B1 EP 2076422B1 EP 07835116 A EP07835116 A EP 07835116A EP 07835116 A EP07835116 A EP 07835116A EP 2076422 B1 EP2076422 B1 EP 2076422B1
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EP
European Patent Office
Prior art keywords
cab
lever arm
suspension system
pivot joint
frame
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07835116A
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German (de)
English (en)
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EP2076422A4 (fr
EP2076422A1 (fr
Inventor
Olof Johansson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Truck Corp
Original Assignee
Volvo Lastvagnar AB
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Publication date
Application filed by Volvo Lastvagnar AB filed Critical Volvo Lastvagnar AB
Publication of EP2076422A1 publication Critical patent/EP2076422A1/fr
Publication of EP2076422A4 publication Critical patent/EP2076422A4/fr
Application granted granted Critical
Publication of EP2076422B1 publication Critical patent/EP2076422B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/08—Superstructures for load-carrying vehicles comprising adjustable means
    • B62D33/10—Superstructures for load-carrying vehicles comprising adjustable means comprising means for the suspension of the superstructure on the frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
    • B62D33/0608—Cabs insulated against vibrations or noise, e.g. with elastic suspension pneumatic or hydraulic suspension

Definitions

  • the present invention relates to a vehicle cab suspension system, and more particularly to such a system which incorporates a sway resisting device operable to resist side-to-side roll and side-to-side shifting of the cab during operation
  • Vehicle cabs, and particularly cab over engine (COE) truck cabs, are generally supported on the vehicle frame through vibration isolating suspension systems.
  • these include springs which isolate truck frame vibration from the cab and the operator.
  • springs On rounding sharp curves or in other situations the rear end of the cab being mounted on springs, such as air bellows, would have the tendency to shift laterally relative to the frame and/or roll side-to-side about the longitudinal axis of the truck.
  • a problem with suspension systems is that although springs have been positioned adjacent opposite sides of the frame on which the cab is supported, the springs often have been insufficient to withstand cab rolling forces and lateral shifting forces, and thus excessive movement of the cab relative to the frame. This lateral movement, often termed sway, can be uncomfortable for the operator.
  • a known sway resisting vehicle cab suspension unit is described in US 5957231 .
  • This system comprises an arm having one end pivotally connected to the frame of the vehicle and the opposite end supported by an air spring.
  • the cab is supported by the arm at a position along the arm which is between the ends.
  • US 6 073 714 Another known sway resisting device is described in US 6 073 714 .
  • This device comprises a torsion, or sway, bar mounted between a pair of springs arranged at the rear of a cab.
  • the device aims to provide vibration isolation through the springs while resisting vertical movement of one side of the cab relative to the other to limit cab roll and inhibiting lateral movement of the cab relative to the frame through the torsion bar.
  • the suspension system includes a torsion bar operable to resist vertical movement of one side of the cab relative to the other side of the cab and to inhibit lateral movement of the cab relative to the frame.
  • the torsion bar comprises a central section attached to the frame and opposed leg sections attached adjacent a pair of cab supporting springs.
  • the object of the invention is to provide an improved vehicle cab suspension system allowing vibration transmission from the frame to the cab to be minimized, while at the same time reducing side-to-side roll and side-to-side lateral shifting of the cab to improve ride comfort and handling during a variety of operating conditions.
  • the invention relates to a vehicle cab suspension system for supporting the vehicle cab on a longitudinal frame, where the cab is located over the frame.
  • the cab suspension according to the invention is preferably, but not necessarily intended for forward tilting vehicle cabs.
  • the cab suspension system may comprise a pair of laterally spaced spring means located at or near the rear end of the cab on opposite sides of the frame on which springs the cab is supported.
  • the front end of the cab may be supported on suitable resilient or fluid dampers allowing a transverse swaying movement and/or a longitudinal rocking movement of the cab.
  • a forward tilting cab may also be provided with suitable hinges or a mechanism that allows the cab to tilt forward upon release of a locking means at the rear end of the cab.
  • the forward suspension and/or any associated forward tilting means are not part of the invention and will not be described in further detail.
  • the cab may be provided with a sway resisting suspension assembly operable to resist vertical movement of one side of the cab relative to the other side of the cab and to inhibit lateral swaying movement of the cab relative to the frame.
  • a sway resisting suspension assembly may comprise substantially identical components on both sides of the frame.
  • the component parts of the sway resisting suspension assembly are located on opposite sides of the vehicle and may comprise a lever arm arranged transversely relative to a longitudinal axis of the frame, which lever arm is attached to a first pivot joint on a support mounted to the frame.
  • An inner part of the lever arm extending towards the longitudinal axis of the vehicle relative to the first pivot joint, is arranged to support the spring means mounted between a second pivot joint on the lever arm and a further pivot joint on the cab.
  • the second pivot joint may be located between the frame and the lower surface of the cab.
  • the lever arm arrangement will transmit lateral vertical movement of the cab at the outer side edge thereof to the respective spring means on opposite sides of the vehicle frame.
  • this cab suspension arrangement is that the cab will be supported and sprung at or adjacent its outer side edges where the mounting of spring means is normally not practical or even possible.
  • the lever effect provided by the lever arm will cause the spring means to provide an increased resisting force to vertical movement, as compared to a spring means mounted directly between the frame and the cab.
  • the frame may comprise two longitudinal, substantially parallel beams extending in the longitudinal direction of the vehicle.
  • the support for the first pivot joint may be attached to a longitudinal beam on opposite sides of the frame and extends upwards and outwards relative to a vertical longitudinal plane through the respective beam.
  • the first pivot joint is located between the second and the third pivot joints, a predetermined distance outside the said vertical plane.
  • the second pivot joint may be located above the beam, in a position adjacent or outside the said vertical plane.
  • a first distance x 1 between the first and the second pivot joint is preferably, but not necessarily, equal to or less than a second distance x 2 between the first and the third pivot joint.
  • the first distance x 1 is preferably not less than half the second distance x 2 .
  • x 1 may be selected in the range x 2 /2 ⁇ x 1 ⁇ x 2 .
  • the desired lever effect can be achieved by modifying the length of the respective inner and outer parts of the lever arm relative to the first pivot joint, selecting a suitable position for the support of the first pivot joint, or by a combination of length adjustment and positioning of the support. Also, if the modification involves a re-positioning of the second pivot joint it may also be necessary to move the spring means relative to the cab.
  • a tilting movement of the cab will cause the outer edge of the cab on one side of the vehicle to move downwards and act on the outer end of the lever arm.
  • This causes the lever arm to transmit a force that compresses the spring means, which is simultaneously being compressed by the downward movement of the cab itself.
  • a simultaneous upwards movement of the outer edge of the cab is transmitted to the spring assembly that will apply an expanding force on the corresponding spring means.
  • the displacement applied to the spring means by the combined movement of the cab and the lever action of the spring assembly will cause a greater displacement of the spring means with the same vertical displacement of the cab, as compared to a conventional cab where the spring means is suspended directly to the frame. In this way, even a relatively small cab displacement may create a relatively large resisting force.
  • the spring means may be a fluid spring, such as an air bellows or a hydraulic cylinder, or a resilient spring, such as a coil spring.
  • the spring means may comprise a combination of springs and/or dampers, such as a bellows and a coils spring, which springs/dampers may be mounted in series or in parallel.
  • series refer to components mounted along a single axis
  • parallel refer to components mounted side-by-side.
  • the spring means is mounted between a suitable lower surface of the cab and an inner part of the lever arm extending transversely inwards from the first pivot joint. In order to allow movement of the cab relative to the lever arm, the spring means is pivotably mounted to the lever arm and the cab by pivot joints as described above.
  • the outer end of the lever arm is preferably attached to a lower surface of the cab as close as possible to the outer side surface delimiting the cab in the transverse direction of the vehicle.
  • the outer end of the lever arm is attached to the cab by a pivotable intermediate linkage, which allows a predetermined amount of movement between the cab and the arm.
  • the linkage may be mounted between the said third pivot joint at the outer end of the lever and a pivot joint at the underside of the cab.
  • a damper may be mounted between the lever arm adjacent the support for the first pivot joint of the lever arm and the cab adjacent the pivot joint for the pivotable linkage. This damper reduces and dampens any lateral, horizontal movement between the cab and the lever arm.
  • the outer end of the lever arm may be attached to the cab by a resilient bushing, which allows a predetermined amount of movement between the cab and the arm.
  • the resilient bushing may be made from any suitable natural or synthetic resilient material.
  • the spring means may be attached to the inner part of the lever arm at or near the inner end of the lever arm at a point below the cab.
  • the inner ends of the lever arms on opposite sides of the vehicle may be located at the second pivot joint or extend a predetermined distance past the second pivot joint towards each other. Additional damping of the lateral swaying movement of the cab may be provided by connecting the inner ends by at least one roll damper means.
  • the roll damper means is preferably, but not necessarily, arranged in a substantially horizontal plane and/or between a pair of longitudinal beams making up the frame.
  • the roll damper means may be a resilient spring, such as a coil spring, or a fluid spring, such as a telescopic hydraulic damper.
  • dampers of the same or different types may be used, in series or in parallel, depending on the desired damping effect.
  • the roll damper means may be attached to said ends by pivot joints.
  • the distance between the inner ends of the respective lever arm may depend on the size, type and or number of roll damper means used.
  • the inner ends of the lever arms on opposite sides of the vehicle extend past their respective spring means and are joined to each other by at least one roll damper means for damping said swaying motion.
  • the inner parts and ends of the respective lever arms may be located in a transverse vertical plane located at substantially right angles to the frame.
  • the inner ends of the lever arms are vertically separated and extend at least to a common vertical plane in the longitudinal direction of the vehicle.
  • the common vertical plane is preferably located at or near the central longitudinal axis of the frame.
  • At least one roll damper means may be arranged in a vertical or near vertical position in the transverse vertical plane between the inner ends or inner parts of said lever arms.
  • dampers of a suitable type may be used, in series or in parallel, depending on the desired damping effect.
  • suitable roll damper means may be a coiled spring or a fluid damper.
  • the roll damper means may be attached to said ends by pivot joints.
  • the cab suspension systems described above may also comprise a transverse torsion bar for providing resistance to side-to-side roll and side-to-side shifting.
  • the torsion bar may preferably, but not necessarily, be located between the laterally spaced spring means.
  • the torsion bar may be substantially U-shaped and comprise a transverse central section and a pair of opposed leg sections extending at an angle from opposite ends of said central section. The attachment points for the transverse section and its opposed leg sections are separated in the longitudinal direction of the vehicle.
  • a central transverse portion of the torsion bar may be mounted in resilient bushings to a lower surface of the cab.
  • Opposed leg sections expending at an angle from opposite ends of-said central section may be mounted adjacent the second pivot joint of the lever arm arranged to support the spring means.
  • a torsion bar of this type may be used as a single roll damper means or in combination with any one of the roll dampers described above.
  • the support adjacent the first pivot joint of the lever arm may be provided with a latch for securing a rear end of the cab.
  • the latch When the latch is released on both sides of the vehicle the cab including the cab suspension system may be tilted upwards and forwards.
  • the invention also relates to a vehicle provided with a cab suspension system according to any one of the above-mentioned embodiments.
  • the spring and damper means described may be any suitable type of spring or damper, such as fluid, resilient, mechanical or magnetorheological dampers. Multiple springs or dampers of the same or different types may be used for the spring means or the roll damper means, either in series or in parallel, depending on the desired damping effect. Both the springs and the dampers may be progressive to provide and increasing resistance as the cab is moved from its normal position. Electrically controlled springs and dampers may be used to give the cab suspension different properties during different operating conditions, such as highway or off-road conditions.
  • Figure 1 shows a vehicle 11, in this case a cab-over engine truck, illustrated with a cab 12 in its normal operative position.
  • the cab may be tilted forwardly about a pivot (not shown) permitting access to the engine and other mechanical apparatus under the cab.
  • the cab is mounted on an elongate frame 13 comprising a pair of laterally spaced, substantially parallel, horizontal beams 14, 15 onto which wheels are mounted, as that indicated generally at 16.
  • the suspension system 17 includes a right side suspension assembly mounted adjacent a first beam 14, and a left side suspension assembly mounted adjacent a second beam 15.
  • the above reference numerals are the same for all embodiments and will be used for the same component parts throughout the embodiments described below. Since each of these suspension assemblies are substantially mirror images of each other only one assembly will be described in detail in connection with Figures 2-8 , with the understanding that the assembly on the opposite side is substantially similar.
  • Figure 2 shows a rear view of a first embodiment of a cab suspension assembly on one side of the vehicle, said assembly comprising a lever arm 21 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 21 is attached to a first pivot joint P 1 on a support 22 mounted to the beam 14.
  • An inner part 23 of the lever arm extending towards the longitudinal axis of the vehicle relative to the first pivot joint P 1 , is arranged to support a spring means 24 mounted between a second pivot joint P 2 at the inner end of the lever arm 21 and a further pivot joint P c on the lower surface of the cab 12.
  • the spring means 24 is a pneumatic air spring, or bellows, connected to a source of pressurized air to maintain a selected degree of inflation to provide spring support and to maintain the rear end of the cab at a predetermined level relative to the frame.
  • the spring means can alternatively comprise a spring unit and a damper unit, for instance an air spring and a telescopic hydraulic damper.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of the cab 12.
  • An outer part 25 of the lever arm 21, extending away from the longitudinal axis of the vehicle relative to the first pivot joint P 1 is pivotably attached to a third pivot joint P 3 adjacent an outer side surface of the cab 12.
  • the third pivot joint P 3 is mounted in a resilient rubber bushing 26 held in a bracket attached to the cab, said bushing allowing a predetermined amount of movement between the outer end of the lever arm 21 and the cab.
  • the lever arm arrangement will transmit lateral vertical movement of the cab at the outer side edge thereof to the respective spring means on opposite sides of the vehicle frame.
  • the effect of this cab suspension arrangement is that the cab will be supported and sprung at or adjacent its outer side edges, and that the lever effect will cause the bellows to provide an increased resisting force to vertical movement.
  • the support 22 is provided with a cab mounting bracket 27 comprising a latch (not shown) adjacent the first pivot joint P 1 of the lever arm 21 for securing the rear end of the cab.
  • a cab mounting bracket 27 comprising a latch (not shown) adjacent the first pivot joint P 1 of the lever arm 21 for securing the rear end of the cab.
  • a hydraulic fluid pressure supply line is connected to the latch in both suspension assemblies, such that the application, or release, of hydraulic pressure will serve to shift latch in a latch mechanism between its latched and unlatched positions.
  • the latch engages a latch pin to secure the cab mounting bracket to the suspension system and in its unlatched position the latch is released from the latch pin allowing the cab mounting bracket to move out of the latch mechanism to release the cab for forward tilting.
  • the first pivot joint P 1 of the lever arm 21 is provided with a journal at the end of the support 22 for securing the rear end of the cab to the frame.
  • FIG 3 shows a rear view of a cab suspension assembly according to a second embodiment of the invention.
  • the assembly comprises a lever arm 31 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 31 is attached to a first pivot joint P 1 on a support 32 mounted to the beam 14.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of the cab 12.
  • the third pivot joint P 3 is connected to the underside of the cab 12 by a pivotable linkage 36.
  • the linkage 36 is mounted between the said third pivot joint P 3 at the outer end of the lever 31 and a pivot joint P 4 at the underside of the cab 12.
  • a damper 37 is mounted between the lever arm 31 adjacent the support for the first pivot joint P 1 and the cab adjacent the pivot joint P 4 for the pivotable linkage 36.
  • Figure 4 shows a rear view of a cab suspension assembly according to a third embodiment of the invention. To a great extent this embodiment corresponds to the assembly of Figure 2 . Consequently the assembly comprises a lever arm 41 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 41 is attached to a first pivot joint P 1 on a support 42 mounted to the beam 14. An inner part 43 of the lever arm, extending towards the longitudinal axis of the vehicle relative to the first pivot joint P 1 , is arranged to support a spring means 44 mounted between a second pivot joint P 2 at the inner end of the lever arm 41 and a further pivot joint P c on the lower surface of the cab 12.
  • the spring means 44 is a pneumatic air spring, or bellows, connected to a source of pressurized air to maintain a selected degree of inflation to provide spring support and to maintain the rear end of the cab at a predetermined level relative to the frame.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of the cab 12.
  • An outer part 45 of the lever arm 41, extending away from the longitudinal axis of the vehicle relative to the first pivot joint P 1 is pivotably attached to a third pivot joint P 3 adjacent an outer side surface of the cab 12.
  • the third pivot joint P 3 is mounted in a resilient rubber bushing 46 held in a bracket attached to the cab, said bushing allowing a predetermined amount of movement between the outer end of the lever arm 41 and the cab.
  • the assembly of Figure 4 differs from that of Figure 2 in that the assemblies on opposite sides of the vehicles are joined so as to cooperate to reduce lateral vertical movement of the cab. This is achieved by extending the inner part 43 of the lever arm 41 a predetermined distance past the second pivot point P 2 in a substantially horizontal direction. An inner end 47 of the lever arm 41 is terminated before it reaches the central longitudinal axis X of the vehicle. The inner end 47 is connected to a central damper unit 48, which extends across the longitudinal axis X and is connected to an inner end 49 of a corresponding lever arm on the opposite side of the vehicle.
  • the central damper unit 48 is a hydraulic fluid damper that is pivotably mounted to the inner ends 47, 49 of each lever arm.
  • Figure 4 shows the cab 12 and the damper 48 respectively in a horizontal, unloaded position
  • a vertical displacement of the third pivot point P 3 will pivot the lever arm 41 about the first pivot joint P 1 .
  • the resulting movement of the inner end 47 of the lever arm, irrespective of direction, will be resisted by the central damper 48. This resistance to movement will assist the spring means 44 in reducing the lateral vertical movement of the cab.
  • Figure 5 shows a rear view of a cab suspension assembly according to a fourth embodiment of the invention.
  • This embodiment is substantially identical to the assembly of Figure 4 .
  • the assembly comprises a lever arm 51 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 51 is attached to a first pivot joint P 1 on a support 52 mounted to the beam 14.
  • An inner part 53 of the lever arm, extending towards the longitudinal axis of the vehicle relative to the first pivot joint P 1 is arranged to support a spring means 54 mounted between a second pivot joint P 2 at the inner end of the lever arm 51 and a further pivot joint P c on the lower surface of the cab 12.
  • the spring means 54 is a pneumatic air spring, or bellows, connected to a source of pressurized air to maintain a selected degree of inflation to provide spring support and to maintain the rear end of the cab at a predetermined level relative to the frame.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of the cab 12.
  • An outer part 55 of the lever arm 51, extending away from the longitudinal axis of the vehicle relative to the first pivot joint P 1 is pivotably attached to a third pivot joint P 3 adjacent an outer side surface of the cab 12.
  • the third pivot joint P 3 is mounted in a resilient rubber bushing 56 held in a bracket attached to the cab, said bushing allowing a predetermined amount of movement between the outer end of the lever arm 51 and the cab.
  • the assemblies on opposite sides of the vehicles are joined so as to cooperate to reduce lateral vertical movement of the cab. This is achieved by extending the inner part 53 of the lever arm 51 a predetermined distance past the second pivot point P 2 in a substantially horizontal direction. An inner end 57 of the lever arm 51 is terminated before it reaches the central longitudinal axis X of the vehicle.
  • the assembly of Figure 5 differs from that of Figure 4 in that the inner end 57 of the lever arm is connected to a central damper unit 58 in the form of a coiled spring, which extends across the longitudinal axis X and is connected to an inner end 59 of a corresponding lever arm on the opposite side of the vehicle.
  • the coiled spring is pivotably mounted to the inner ends 57, 59 of each lever arm.
  • FIG. 6 shows a rear view of a cab suspension assembly according to a fifth embodiment of the invention.
  • the assembly comprises a lever arm 61 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 61 is attached to a first pivot joint P 1 on a support 62 mounted to the beam 14.
  • An inner part 63 of the lever arm, extending towards the longitudinal axis of the vehicle relative to the first pivot joint P 1 is arranged to support a spring means 64 mounted between a second pivot joint P 2 at the inner end of the lever arm 61 and a further pivot joint P c on the lower surface of the cab 12.
  • the spring means 64 is a pneumatic air spring, or bellows, connected to a source of pressurized air to maintain a selected degree of inflation to provide spring support and to maintain the rear end of the cab at a predetermined level relative to the frame.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of-the cab 12.
  • An outer part 65 of the lever arm 61, extending away from the longitudinal axis of the vehicle relative to the first pivot joint P 1 is pivotably attached to a third pivot joint P 3 adjacent an outer side surface of the cab 12.
  • the third pivot joint P 3 is mounted in a resilient rubber bushing 66 held in a bracket attached to the cab, said bushing allowing a predetermined amount of movement between the outer end of the lever arm 61 and the cab.
  • the assembly of Figure 6 differs from that of Figure 4 in that the inner part 63 of the lever arm 61 comprises a first section extending a past the second pivot point P 2 in a substantially horizontal direction, a second section curving inwards and upwards, and an inner end 67 located in a substantially horizontal direction.
  • the inner end 67 of the lever arm 61 extends to the central longitudinal axis X of the vehicle.
  • the inner end 67 of the lever arm is connected to a central damper unit 68, which extends vertically along the longitudinal axis X.
  • the opposite end of the damper unit 68 is connected to an inner end 69 of a corresponding lever arm on the opposite side of the vehicle, which inner end 69 extends in a substantially horizontal direction from the corresponding second pivot joint to the central longitudinal axis X.
  • the central damper unit 68 is a hydraulic fluid damper that is pivotably mounted to the vertically separated inner ends 67, 69 of each lever arm.
  • Figure 6 shows the cab 12 and the damper unit 68 respectively in their unloaded positions. In operation, when the cab is caused to sway, a vertical downwards displacement of the third pivot point P 3 will pivot the lever arm 61 about the first pivot joint P 1 .
  • FIG. 7 shows a rear view of a cab suspension assembly according to a sixth embodiment of the invention.
  • the spring assembly in this embodiment can be used separately or in combination with the embodiments described above.
  • the assembly comprises a lever arm 71 arranged transversely relative to a longitudinal axis of the beam 14 of the frame, which lever arm 71 is attached to a first pivot joint P 1 on a support 72 mounted to the beam 14.
  • An inner part 73 of the lever arm, extending towards the longitudinal axis of the vehicle relative to the first pivot joint P 1 is arranged to support a spring means 74 mounted between a second pivot joint P 2 at the inner end of the lever arm 71 and a further pivot joint P c on the lower surface of the cab 12.
  • the spring means 74 is a pneumatic air spring, or bellows, connected to a source of pressurized air to maintain a selected degree of inflation to provide spring support and to maintain the rear end of the cab at a predetermined level relative to the frame.
  • the second pivot joint P 2 is located between the beam 14 and the lower surface of the cab 12.
  • An outer part 75 of the lever arm 71, extending away from the longitudinal axis of the vehicle relative to the first pivot joint P 1 is pivotably attached to a third pivot joint P 3 adjacent an outer side surface of the cab 12.
  • the third pivot joint P 3 is mounted in a resilient rubber bushing 76 held in a bracket attached to the cab, said bushing allowing a predetermined amount of movement between the outer end of the lever arm 71 and the cab.
  • the assembly of Figure 7 is further provided with a transverse torsion bar 78 for providing resistance to side-to-side roll and side-to-side shifting.
  • the torsion bar 78 is schematically indicated as being located between the laterally spaced spring means 74 on either side of the vehicle.
  • the torsion bar 78 is substantially U-shaped and comprises a transverse central section 78a and a pair of opposed leg sections 78b extending at an angle from opposite ends of said central section 78a.
  • the attachment points for the transverse section 78a and its opposed leg sections 78b are separated in the longitudinal direction of the vehicle (not shown).
  • any vertical displacement of one or both opposed leg sections 78b will cause the central section 78a to be subjected to a torque, whereby the movement of the opposite leg sections 78b is resisted.
  • the transverse central section 78a of the torsion bar 78 is mounted in resilient bushings 77 (only one shown) to a lower surface of the cab 12.
  • the opposed leg sections 78b extending at an angle from opposite ends of said central section 78a are be mounted adjacent the second pivot joint P 2 of the lever arm 71 arranged to support the spring means 74. In operation, when the cab is caused to sway, a vertical displacement of the third pivot point P 3 will pivot the lever arm 71 about the first pivot joint P 1 .
  • a torsion bar of this type may be used as a single roll damper means or in combination with any one of the roll dampers described in Figures 2-6 above.
  • the support 72 for the first pivot joint P 1 is attached to the longitudinal beam 14 and extends upwards and outwards relative to a longitudinal vertical plane through the central section of the U-shaped beam.
  • the first pivot joint P 1 is located between the second and the third pivot joints P 2 , P 3 , a predetermined distance outside the said vertical plane.
  • the second pivot joint P 2 is located above the beam 14, in a position adjacent or outside the said vertical plane and the third pivot joint P 3 is located adjacent the outer side edge of the cab.
  • a first distance x 1 between the first and the second pivot joint is equal to a second distance x 2 between the first and the third pivot joint P 1 , P 3 .
  • a desired lever effect can be achieved by modifying the length of the respective inner and outer parts 73, 75 of the lever arm 71 relative to a fixed first pivot joint P 1 , or by selecting a suitable position for the support 72 of the first pivot joint P 1 .
  • the first distance x 1 between the first and second pivot joints P 1 , P 2 can be equal to or less than the distance x 2 between the first and third pivot joints P 1 , P 3 .
  • the distance x 1 is preferably not less than half the distance x 2 .
  • x 2 /2 ⁇ x 1 ⁇ x 2 in the latter example

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Claims (16)

  1. Système de suspension de cabine de véhicule (17) pour supporter la cabine (12) sur un châssis longitudinal (13), la cabine (12) étant située au-dessus du châssis (13), ledit système de suspension de cabine (17) comprenant une paire de moyens formant ressort (24) latéralement espacés sur les côtés opposés du châssis (13), la cabine (12) étant supportée sur lesdits moyens formant ressort (24), et un dispositif de résistance aux embardées pouvant fonctionner de manière à résister au mouvement vertical d'un côté de la cabine (12) par rapport à l'autre côté de la cabine (12) et à empêcher un mouvement latéral d'embardée de la cabine (12) par rapport au châssis (13), dans lequel, sur des côtés opposés du véhicule, le dispositif de résistance aux embardées comprend un bras de levier (21, 31, 41, 51, 61, 71) agencé de manière transversale par rapport au châssis (13), ledit bras de levier (21, 31, 41, 51, 61, 71) étant attaché à une première articulation formant pivot (P1) sur un support (22) pouvant être monté sur le châssis (13), une partie intérieure du bras de levier (21, 31, 41, 51, 61, 71) étant agencée pour supporter les moyens formant ressort (24) attachés à une deuxième articulation formant pivot (P2) sur le bras de levier (21, 31, 41, 51, 61, 71) et une extrémité extérieure du bras de levier (21, 31, 41, 51, 61, 71) étant attachée à une troisième articulation formant pivot (P3) adjacente à une surface latérale extérieure de la cabine (12), caractérisé en ce que l'extrémité extérieure du bras de levier (21, 31, 41, 51, 61, 71) est en outre attachée à la cabine (12) via une liaison pivotante intermédiaire (36).
  2. Système de suspension de cabine selon la revendication 1, caractérisé en ce que l'extrémité extérieure du bras de levier (21, 31, 41, 51, 61, 71) est attachée à la cabine (12) par une douille résiliente (26, 36, 46, 56).
  3. Système de suspension de cabine selon la revendication 1, caractérisé en ce qu'un amortisseur (37) est monté entre le bras de levier (21, 31, 41, 51, 61, 71) adjacent au support destiné à la première articulation formant pivot (P1) du bras de levier (21, 31, 41, 51, 61, 71) et la cabine (12) adjacente à la liaison pivotante (36).
  4. Système de suspension de cabine (17) selon la revendication 1, caractérisé en ce qu'une extrémité intérieure (23, 47, 49, 51, 59, 67, 69) du bras de levier (21, 31, 41, 51, 61, 71) est attachée aux moyens formant ressort (24, 34, 44, 54, 64, 74) au niveau d'un point situé en dessous de cabine (12).
  5. Système de suspension de cabine selon la revendication 4, caractérisé en ce que les extrémités intérieures (47) des bras de levier (21, 31, 41, 51, 61, 71) sur des côtés opposés du véhicule sont reliées par au moins un moyen formant stabilisateur antiroulis.
  6. Système de suspension de cabine selon la revendication 5, caractérisé en ce que le moyen formant stabilisateur antiroulis est agencé dans un plan horizontal.
  7. Système de suspension de cabine selon la revendication 1, caractérisé en ce que les extrémités intérieures des bras de levier (21, 31, 41, 51, 61, 71) sur des côtés opposés du véhicule s'étendent respectivement au-delà des moyens formant ressort (24, 34, 44, 54, 64, 74) et sont réunis les unes aux autres par au moins un moyen formant stabilisateur antiroulis.
  8. Système de suspension de cabine selon la revendication 7, caractérisé en ce que les extrémités intérieures des bras de levier (21, 31, 41, 51, 61, 71) sont séparées verticalement et s'étendent dans le sens longitudinal du véhicule au moins selon un plan vertical commun.
  9. Système de suspension de cabine selon la revendication 8, caractérisé en ce que le moyen formant stabilisateur antiroulis est agencé dans un plan vertical transversal entre les extrémités intérieures desdits bras de levier (21, 31, 41, 1, 61, 71).
  10. Système de suspension de cabine selon la revendication 9, caractérisé en ce que le moyen formant stabilisateur antiroulis est agencé en position verticale.
  11. Système de suspension de cabine selon la revendication 5 ou 7, caractérisé en ce que le moyen formant stabilisateur antiroulis est un ressort enroulé.
  12. Système de suspension de cabine selon la revendication 5 ou 7, caractérisé en ce que le moyen formant stabilisateur antiroulis est un amortisseur à fluide.
  13. Système de suspension de cabine selon l'une quelconque des revendications 1 à 12, caractérisé en ce qu'une barre de torsion transversale est située entre les moyens formant ressort latéralement espacés.
  14. Système de suspension de cabine selon la revendication 13, caractérisé en ce qu'une section centrale transversale de la barre de torsion est montée par rapport à une surface inférieure de la cabine et des sections de pied opposées s'étendant selon un angle à partir des extrémités opposées de ladite section centrale sont montées adjacentes à la deuxième articulation formant pivot des bras de levier (21, 31, 41, 51, 61, 71) respectifs.
  15. Système de suspension de cabine selon l'une quelconque des revendications 1 à 14, caractérisé en ce que la cabine est une cabine pouvant être basculée vers l'avant et le support adjacent à la première articulation formant pivot du bras de levier (21, 31, 41, 51, 61, 71) est muni d'un système de verrouillage pour sécuriser une extrémité arrière de la cabine.
  16. Véhicule muni d'un système de suspension de cabine selon la revendication 1.
EP07835116A 2006-10-23 2007-10-17 Systeme de suspension pour cabine Not-in-force EP2076422B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0602233A SE530445C2 (sv) 2006-10-23 2006-10-23 Hyttupphängningssystem
PCT/SE2007/000915 WO2008051138A1 (fr) 2006-10-23 2007-10-17 Système de suspension pour cabine

Publications (3)

Publication Number Publication Date
EP2076422A1 EP2076422A1 (fr) 2009-07-08
EP2076422A4 EP2076422A4 (fr) 2010-03-31
EP2076422B1 true EP2076422B1 (fr) 2011-12-28

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07835116A Not-in-force EP2076422B1 (fr) 2006-10-23 2007-10-17 Systeme de suspension pour cabine

Country Status (4)

Country Link
EP (1) EP2076422B1 (fr)
AT (1) ATE538989T1 (fr)
SE (1) SE530445C2 (fr)
WO (1) WO2008051138A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK2425820T3 (en) 2007-02-11 2015-07-13 Map Pharmaceuticals Inc A method for the therapeutic administration of DHE in order to enable quick relief of migraine, while minimizing the adverse event profile
GB0809612D0 (en) * 2008-05-28 2008-07-02 Agco Sa Tractor cab suspension
CN102372038A (zh) * 2010-08-13 2012-03-14 中国第一汽车集团公司 消防车驾驶室后悬置集成锁止系统
FR2990401B1 (fr) * 2012-05-11 2014-04-25 Manitou Bf Dispositif de suspension de cabine de vehicule
CN107719487A (zh) * 2017-11-30 2018-02-23 杜树军 一种汽车驾驶室减震气囊舒适结构
CN113734301A (zh) * 2021-09-23 2021-12-03 东风商用车有限公司 一种节省空间的新型驾驶室后悬结构

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Publication number Priority date Publication date Assignee Title
BE471188A (fr) * 1946-02-14
US5253853A (en) * 1992-09-15 1993-10-19 Applied Power Inc. Vibration dampening device
JP2000511133A (ja) * 1997-03-07 2000-08-29 ニューウェイ アンカーロック インターナショナル，インク． 振動減衰組立体
US5957231A (en) 1997-04-28 1999-09-28 Applied Power Inc. Vehicle cab suspension unit
US6073714A (en) 1999-02-25 2000-06-13 Freightliner Corporation Vehicle cab suspension system
ATA4562000A (de) * 2000-03-20 2001-07-15 Steyr Antriebstechnik Ges M B Nutzfahrzeug mit elastisch aufgehängtem fahrerhaus

Also Published As

Publication number Publication date
ATE538989T1 (de) 2012-01-15
SE0602233L (sv) 2008-04-24
EP2076422A4 (fr) 2010-03-31
SE530445C2 (sv) 2008-06-10
EP2076422A1 (fr) 2009-07-08
WO2008051138A1 (fr) 2008-05-02

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